Cakbtjketer



A. C. BENNETT.

GARBURETER. x APPLlcATloN FILED Dec. s, '1914. 1,326,170, Patented Dec. 30,1919.

33 45 2-`.-* "fl 4'5" 52 f/ l o AAS?? ,49 l; Y f if 1 Vl @l /ZI 23 7 22 j L77 f J9 26 AsnLEY'c. BENNETT, or MINNEAPOLIS, MINNESOTA.

CABBURETER. l

` I Specication of Letters Patent.

Patented nee. 3o, 191e.

Y Application mea December 5, 1914. seriaiNo. 875,623.

To all 'whom z'tmay concern.' y Y Y v Y Be it known that I, ASHLEY C. BENNETT, a citizen of the United States, residing at Y Minneapolis, in the county of Hennepin and State of Minnesota, have invented certain new and useful Improvements in Carbureters, of which` thefollowing is a specification. f

My invention relates to carbureters and has'for its object toprovide. a carbureter having novel means for ,deli-vering. the fuel oil into-the current of secondary air when the speed of the engine is suficient to bring secondary air into operation. p

The full obj ectsfand` advantages of myinvention will appear in connection with the detailed description thereofl and are particularly pointed out in the claims. y

In the drawings, illustrati g the: application of my invention in one form,-

Figure 1 is a sectional view through a carbureter involved in my improvements. Fig. 2` is a part sectional plan taken on line 2-2 of Fig. 1. i

,As illustrated, my carbureter comprises aV circular casing 10 inclosing a cylindrical fuel chamber 11 which connects at one side with a valve chamber 12 inwhich a needle valve 13 is controlled through lever 14 by a float 15 in chamber 11 to hold the fuel oil in chamber 11 at a fixed level, as indicated at 16.` Through a ported extension 17 from chamber 11 fueloil enters ducts 18 in the cross arms '19 of the primary air .intakel tube 20, said cross armsproviding, a central standpipe support 21. This support is providedA with a centraljbore 22 and a cup Y Vmunicate with bore22through openings 27 in astem 28. "i The primary air :entersthe pipe 2O from a port 29 and passes around stand-pipe 24;,andthrough discharge pipe 30, saidy discharge pipe jcommunicating through apassage 31 and chamber 32 with la central air port V.33, 'a spring-held valve 34 regulating theadmission' of secondary air fromfport 33 according to the speed of the engine. Ving valves 35 and 36 may be employed to'throttle the secondary air and discharge of explosive mixture, as desired. All of the parts above described are, or may be, of well-known construction.

-The valve 34 is supported upon a tubular stem 37 which extends through the cover `38 of chamberll at the geometrical center thereof, as indicated in Fig. 2. The tubular stem 37 also passes centrally through the float ring 15 and chamber 11 and is secured at its lower end to a piston 38 working loosely in a dash pot 39 which isl concentrically positioned in the central portion at the bottom of fuel chamber 11. Slidable on the stem 37 is a shouldered collar 40 which is supported below by a forked arm 42 having a hub 43 threaded on a spindle 44 which `has a fixed bearing 45 and a hand nut 46, so that turning of the spindle 44 will raise or lower the arm 42 and correspondingly position the collar 40. Between collar 40 and valve 34 is a spiral spring 47 which operates to hold the valve 34 in position against the seat 48 until the suction in the discharge pipe 30, caused by the operation of the engine, is sufficient to overcome the forces of the spring. The adjusting means operated through hand nut 46 above described is, of course, for the purpose of regulating the applied tension of spring 47. rlhe tubular stem 37 is provided with a plug 49 closing the interior of said stem at a point somewhat above the fuel level 16 when the valve 34 is seated. Immediately above plug 49 are a series of apertures 50 through the walls of the tubular stem 37. Above these apertures is provided a needle valve-seat 51 con- `trolled byraneedle valve 52 on a stem 53 of less diameter than Jthe interior of tubular stem 37, the stem 53 being increased in di-` ameter or secured to another stem 54 which `is centrally threaded into a hub 64 secured Yhas the slotted end 55 extending into a tubular guide or seat 56, which is covered by a removable cap 57. A spring 58 surrounds the' stem 54 and engages a collar 59 fast on stem 54, and another collar 6() on valve 34. The valve 34 isslidable upon hub 64 and is held in position by spring 58 so that an extremely flexible, balanced support; for the valve 311 is provided. A square guide 61, centrally positioned in dash pot 39, extends through a similar aperture in the piston 3S and into the interior of tubular stem 37.

The stein 5a in Ouide 56 and the guide 61 hold the parts for movement in a vertical line, guide 6l preventing any turning of the valve or the parts connected therewith. rlhe stem 87 is provided with a series of apertures G2 along the face of said stem within the chamber 32 and turned in the direction of movement of the secondary air through said chamber and the passageway 31, being` always held in this position by the aforesaid square guide 61.

The operation of this device is as follows. lf it is desired to use the secondary air valve in the usual way, the needle valve 52 ma;Y be operated to close off communication with apertures 50. 0therwise, the needle valve may be operated to admit to the interior of stenr?, above apertures 50, fuel oil at the rate desired. At slow speeds the suction will not be suliicient to overcome the force of spring 417 and primary air only will be still coming through port 29 and carbureted from the cup 2.3 and stand-pipe 9A. `When the speed of the engine rises sufficiently to draw down valve 34C and admit secondary air this will have the effect of bringing the apertures 50 beneath the fuel level 16, which being at the center of the chamber 11 will always be at the same point regardless of whether the carbureter is in normal horizontal position or turned at an angle. Fuel oil will then rise, induced by the suction in chamber 82, and will pass out through apertures 62 into the current of secondary air, and the amount of 'oil so delivered will be proportionate to the suction' and, consequently, to the volume of'secondary air going to the engine. By this means the carbureting efliciency of my carbureter is accurately and efficiently proportioned to the amount of secondary air drawn into the engine.

l claim:

l. A carbureter comprising a casing having a primary chamber, a float chamber and a secondary air chamber immediately above the float chamber, a valve closing the top of the secondary air chamber and adapted t0 be opened by the suction of the engine when the engine reaches a certain speed, a tube secured to said valve and having fuel inlet openings normally above the fuel level in said float chamber for delivering fuel oil into the secondary air chamber when the valve is opened, and means for delivering fuel oil into the primary air chamber.

2. A carbureter comprising a casing having a primary air chamber, a float chamber and a secondary air chamber immediately above the float chamber, a valve closing the top of said secondary air chamber and adapted to be opened by the suction `of the engine when it reaches la certain speed, a tube associated with the stem of said valve passing directly through the secondary air chamber and having fuel inlet openings normally above the fuel level in said float chamber and into the float chamber for delivering fuel oilinto the secondary air chamber when the valve is opened, and means for delivering fuel ioil' into the primary air chamber.

3. A carbureter comprising a fuel-oil receptacle, a secondary air passageway having an admission port above said receptacle, avalve normally closing said port, a tubular stem zttached to said valve and extending downward into the oil receptacle, a plurality of apertures in said tube for discharging the fuel oil into the secondary air passageway, means for guiding said tube at the upper portion thereof, and means for guiding the tube at the lower end thereof, said latter-named means preventing the tube from rotating, so that the oil discharge will always be in one direction.

Ll. A carburetor comprising a fuel-oil receptacle, means for maintaining the oil at a fixed level in said receptacle, a casing forming a secondary air passageway, a valve for closing said passageway having a hollow stem extendinginto the fuel Vchamber and opening above and in proximity to the fuel level therein when the valve is in closing position, and means normally holding the valve closed to prevent flow of secondary air at slow speeds, said stem being provided with apertures opening into the secondary air passagewayin the direction of the current'of said [air and being moved by said valve so that lwhen said valve is ,opened the opening in the stem will be submerged in the fueloil.

5. A carbureter Vcomprising afuel oil receptacle, a casing forming a secondary air passageway having a port directly above 'said receptacle, a valve normally closing said port atslow speeds of the engine, and a tubular stem connected withsaid valve and with means for guiding the valve to operate in a vertical direction, said stem eX- tending into lthe receptacle and having an `opening positioned close above the level of fuel oil in the receptacle, said stem also being provided Vwith a plurality of feed apertures in the air passageway turned in the direction of flow of the current of air therein. y j n y 6. A carbureter comprising a fuel oil receptacle, a dash pot chamber in the bottom of said receptacle, a secondary air passageway havingan admission port above saidV receptacle, a valve 'normally closing said port, a piston in thedash pot, a tubular stem connecting the valve and the piston, and means for holding and guiding said stem at each end thereof, part of said means operating to prevent the stern from turning, said stein having a plurality of apertures in the passagewayturned in the direction of flow of the current of air therein and ASHLEY O. BENNETT. Witnesses F. A. WHITELEY, H. A. BOWMAN. 

